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EDITOR IN CHIEF.........................................................CHRIS BIRO editor@rpm-mag.com

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.


RPM Magazine has been a world leader in motorsports publishing for 17 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpm-mag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.


Publication Return/Address Change Information


USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 12 times per year by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030.

For advertising information contact

TRISH BIRO .............519.752.3705.......trish@rpm-mag.com

Periodicals postage rate is paid at Fairfax, VA and additional mailing offices.

Art & Graphics Director: Toby Brooks

Postmaster: Send address changes to:

Special Events Managers: Chris Biro, Raymond Knight events@rpm-mag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpm-mag.com Subscriptions/Address Changes: Circulation circulation@rpm-mag.com General Inquiries: 519.752.3705 info@rpm-mag.com




Chris Biro




e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 17th year of

RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...17 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip and once in a while, just to shake things up, something completely off the wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate and above all continue to give you the best original, exclusive high horsepower badass rides and cool real world tech and articles you deserve in the world`s top car mag! In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE

copies of RPM Magazine sent to performance & racing related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today! Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at www.rpm-mag.com and completed online! Or by simply emailing trish@ rpm-mag.com. Do it today!

COMING NEXT MONTH: Project aPocolypSe.............................................. After two chassis shops and over two years, our project moves on to body & paint!


THIS AND MORE IN THE NEXT RPM! january 2016 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 88 Accufab Inc............................ 89 Aeromotive......................... 109 AFCO..................................... 80 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 23 Applied Racing Components (ARC).................................. 45 ARP/Karbelt.......................... 42 ATI Performance Products..... 26 Auburn Gear.......................... 48 Autoglym.............................. 91 AVAK/Ridgegate Tools........... 93 Bad Attitude Engines............ 96 Baer Brakes....................10, 102 BES Racing Engines............... 78 Bill Mitchell Products.......29, 58 Blower Shop............................ 5 Borla................................... 110 Browell Bellhousing.............. 64 BTE Racing............................ 19 C&C MotorSports................. 106 Calvert Racing Suspensions... 33 Canton Racing Products........ 20 CFE Racing Products.............. 13 Chassis Engineering...........8, 59 CN Blocks.............................. 20 CNC Motorsports................... 35 Coan Engineering.............22, 62 Competition Products........... 95 COMP Cams......................... 112 Crower.................................. 41 CVR Products......................... 25 DART..................................... 18 Design Engineering............... 24 Diamond Pistons................... 36 DIY Auto Tune/MegaSquirt EFI..................................... 88 Drive Train Specialists (DTS)... 81 Dynocologists........................ 43 Dynomite Dynamometer...... 96 Dynotech Engineering......... 109 Earl’s Performance Plumbing.40 Ed Quay Race Cars............... 107 Edelbrock.............................. 21 Energy Suspension................ 98 Erson Cams............................ 63 Fuel Air Spark Technology (FAST)............................. 108 G Force Racing Transmissions.27 Greyhound Package Expresss.50 GZ Motorsports..................... 59 Harland Sharp....................9, 57 Holcomb Motorsports........... 65 HoleShot Wheels................... 82 Holley...............................46, 51 Howards Cams...................... 97 Ian Hill Racing..................... 111 Induction Solutions............... 34 Innovate Motorsports............ 99 JE Pistons.........................77, 85 Jesel...................................... 78

JET Performance..................... 9 J&K Converters...................... 82 LenTech Automatics.............. 38 Lokar Performance Products. 44 LUCAS Oil Products.................. 2 Lucas Oil Racing TV.................. 5 Lunati.................................... 86 Magnuson Superchargers.... 103 MAHLE Clevite Inc................... 7 Manton Pushrods.................. 63 Meziere Precision Mfg............. 8 Mickey Thompson Tires...... 7,13 Mile High Crankshafts........... 12 MSD Ignition......................... 15 National Pro Street Assoc...... 52 Neal Chance Converters....61, 79 New Century Performance.... 15 Nitrous Express...................... 85 Nitrous Pro Flow.................... 90 Nitrous Supply.................... 105 Parts Pro Perf Centers.......... 116 PBM Performance Products... 38 Performance Improvements.. 10 Perf. Plus Connection.....11, 102 Powermaster Performance.... 45 Precision Turbo...................... 17 ProCharger............................ 30 Proform Parts.................53, 100 Proformance Racing Trans..... 29 Pro Systems Carburetors... 49,85 Philadelphia Racing Products (PRP).................................. 14 PTC........................................ 16 Quick Fuel Technology......... 107 Quik-Latch Products............ 106 Racecraft............................. 101 Racepak................................ 43 Racequip............................... 83 Renegade Racing Fuels......... 39 Rev-X Oil Products............60, 94 RJS Racing Equipment........... 92 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars.................... 113 Scorpion Racing Prods....27, 103 Shafiroff Racing Engines..12, 22 SM Race Cars......................... 40 Smith Racecraft..................... 76 Steve Morris Racing Engines. 37 Strange Engineering............. 28 Summit Racing Equipment. 115 Taylor Cable Products............ 50 TCI Automotive...................... 84 Ti64....................................... 51 Tom’s Upholstery................... 67 Trick Flow.............................. 31 TRZ Motorsports.................... 39 Tuned By Shane T.................. 18 VP Racing Fuels................32, 47 WASP Cam............................ 97 Weinle Motorsports.............. 81 Weldon High Performance.... 87 World Products..................... 84

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january 2016

Be sure to check out our Performance Directory on page 68!

Often Imitated, Never Duplicated—For 17 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Racing WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

THE SO Much Horsepower Packed Into One Place... That Place IS RPM Magazine!



Nova Cane......................................................................... 8 This nasty turbocharged X275 Nova numbs the competition on its way to the next win!

Wicked Willys............................................ 54 Boosted Mav.............................................................24 David Murdoch’s twin turbo street/strip ’33 Willys needs updating...in a good way!



With a wild paint scheme and an F2 ProCharger pushing more than 30 pounds of atmosphere, Richard Talley’s clean Ford is dressed to thrill and set on kill!

Part 6................................................................................36 Assembly continues on the 4,000-plus horsepower all-billet mill for Tom Bailey’s Sick Seconds 2.0!

.. .......................................................................................44

Finishing up the details and adding some in-shop entertainment makes our shop feel like home!

Standards of Excellence......................................................92 An inside look at safety equipment history and SFI standards

2015 Top Guns.................................................104 The eight most EXTREMEmachines of 2015


Pro Street rEvolution.....................................78

This second-gen Camaro has survived to become one of the nation’s fittest street beasts!


The Mockup Continues...................................................94 Our project Camaro gets spoiled thanks to Moroso

Horse with Some Hot Tin Work.....................................106 Our 2006 Mustang project car gets cool sheet metal work and a wild dual-threat exhaust system from the crew at Virginia Rod Company


january 2016 | RPM Magazine


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story and photos by

Tabitha Sizemore


hat gearhead hasn’t had a vision of finding that gem—that one barn find—the abandoned rare diamond in the rough? To stumble across a lost piece of history just waiting on that one person to replenish the relic back to its former glory and splendor. Sounds kind of like a fairytale doesn’t it? Most likely, it’s safe to say, that it is a tale that every single car enthusiast has dreamed of a least once.

While many will dream, few will be fortunate enough to experience the reality of this find. Greenbrier, Tennessee native, Nathan Stinson, is one of those select few as that’s just how his incredibly nasty 1974 Nova got a second lease on life. This silver Nova’s tale of rescue and refurbish begins back in the middle ’80s. Stinson recalled, “My dad got this car in 1986. He and a buddy he worked with found it behind a body shop in Nashville where it had been

pretty much abandoned. It had a tree growing up thru the engine compartment.” From desertion to a forever home, the Chevy was dragged out and cleaned up. “It was in pretty rough shape but it was a project for the two of them, with the help of my brother and me.” Now, almost 30 years later, this seductive Nova is out turning heads in the extremely popular X275 class. The car rolled out in its current condition in 2014 at South Georgia Motorsports Park

and since then has been making steady gains in the world of small-tire big horsepower drag racing. Between the way it was found and the way the car is today

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NOVA CANE SLEEK SEVENTY-FOUR The custom silver paint and graphics is the handy work of Chris Avaritt at Crossthreaded Customs.


january 2016 | RPM Magazine

though, a lot of sand slipped through the hourglass, and during those three decades the ol’ gal saw a complete makeover from abandoned and neglected to found and built to the nines. Shortly after the Chevy was salvaged, the improvements began for the ’74. “We rebuilt the brakes, put a gear in it and found an old 400 small block out of a

station wagon to put in it,” Stinson continued. “We bought an engine rebuild kit from Summit and freshened the old 400 motor and they started bracket racing it. A few years later I was driving the car in the high school division at our local track, Music City Raceway.” With his first taste of racing, it didn’t take long for the young Stinson to set

his sights elsewhere. “I started racing in the high school division and then moved up through the brackets to the Super Pro division. I raced mostly at Music City Raceway and Beech Bend Raceway and spent a lot of time in the ’90s going to the track helping some of my buddies that ran NHRA class cars. I was lucky to get to work on and around

www.rpm-mag.com | january 2016


everything from stockers to Pro Stock cars, and went to several national events a year. I learned a lot about racing and knew I wanted to do something other than bracket race on a local level.” The late ’90s rolled around and Stinson got his taste of nitrous power and started to dabble in the local heads-up scene. “I like the challenge of working within the rules to try and beat the other guy. I have raced the Ohio Valley Outlaw


january 2016 | RPM Magazine

Series (OVOS) and the Outlaw Street Car Association (OSCA) for several seasons, and now I’m trying to get the car competitive in X275,” he said. After two years of blood, sweat, and tears, the 40-year old race car is blistering the drag strip with a 400 cubic inch Bennett Racing small block Chevy and a Precision Gen 2 85mm Pro Mod turbo front and center. In a class that is primarily dominated by the Fox body chassis and Ford motors, Stin-


GRAND ENTRANCE Stinson introduced the Nova in its current state at SGMP in 2014.

BEEFED UP The car is equipped with a 9-inch Ford rear with 40-spline axles and a Moser aluminum center section with ladder bar/coil over suspension.



www.rpm-mag.com | january 2016



son is content to stand out in the crowd. “You just don’t see many 1974 Nova’s out there and you sure don’t see many of them trying to be competitive in X275. We are trying to get

there with a 40 year old car and a Chevy motor. I never liked being like everyone else, so this was a way to stand out in the sea of Mustangs a bit. We basically took a running

race car and completely stripped it down. We made a 40 year old body in white and started over!” exclaimed Stinson. Stinson’s Nova couples raw horsepower with

PIT STOP Between rounds at Beech Bend with the OSCA in 2014.


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january 2016 | RPM Magazine


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AS SEEN BY THE COMPETITION The view from the rear of the Nova is clean and business-like, with a single drag ’chute and no other adornments, while the clean trunk houses a single battery, a small fuel cell, and an ice box to cool the Precision Turbo-boosted atmosphere. The wild X275 radial tire-equipped Bowtie has posted a best eighth-mile run of 4.61 @ 153.32mph.

www.rpm-mag.com | january 2016



stunning good looks. Chris Avaritt from Crossthreaded Customs is responsible for the custom silver paint and the graphics. The attention to detail is extremely noticeable, and every inch of this Chevy is clean enough to eat off

of. Stinson admits keeping the X275 car looking like a real Nova can be challenge. “Trying to keep the car as stock-appearing as possible is hard to do at this level of drag racing,” he said. “The build al-



The Bennett Racing Engines 400 cubic inch small block Chevy has a Precision Turbo Gen 2 Pro Mod 85mm turbocharger pulling in fresh air from front and center. The boosted mouse boasts GRP connecting rods, a Lunati crankshaft, T & D shaft rockers, Manley valves, and Brodix DB2000 symmetrical port cylinder heads.

january 2016 | RPM Magazine

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• Features fully skirted design. • Priority main oiling system with provisions for stock oil filter mounting. • Siamesed cylinder bores with thick walls. • Cylinder barrels extended .375”. • Thick decks ensure reliable head gasket seal. • Blind head bolt holes. • 6-bolt per cylinder capability. • Scalloped water jackets increase flow around cylinders for better cooling. • Clearanced for 4.100” stroke with steel rods. • Splayed outer bolts on middle main bearing caps. • Provisions for OE roller lifters utilizing individual retainers. • Uses OE front and rear covers.

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january 2016 | RPM Magazine

NOVA CANE most turned into a partial restoration with a car this old just to get all of the trim and interior pieces to put it back together.� This turbo-powered knockout has rewarded Nathan on and off the strip and has been racking up accomplishments that have allowed him to also experience memorable times with family and friends at home and away. The 2015 season saw Stinson capture

ALL IN THE DETAILS Impeccable front to back, inside and out, the attention to details on this car is second to none. The 25.3 SFI spec chromoly chassis was crafted by B & B Race Cars, and the funny car-style cage has been fully detailed with bodycolor paint and cool carbon fiber tube protectors.

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$359599 Bracket Powerglide FEATURES: 1.76 Gear set with 4340 forged output shaft and housing, Steel Clutch Hub w/ 5 clutch pack, Rebuilt Pump, Two ring servo, BTE Bracket Transbrake Valve body, Kevlar lined Band, Dyno-tested.

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NOT A FOX Amongst a sea of fox body Stangs, Stinson is happy to stand out in the crowd with the ‘74 Nova. the OSCA True Street Points Championship and he also landed two series wins, two runner-ups, and three #1 qualifiers with the Outlaw Street Car Association. The spring Radial Fest race in Huntsville and the Prize Fight race at Ohio Valley Dragway presented him with two finishes in the final eight cars in the X275 class. “X275 has some tough competition and some high dollar cars, so for us to have

WAIT YOUR TURN Stinson rolls into the staging lanes at the 2nd Annual Ohio Valley Dragway Prize Fight in the X275 class.


january 2016 | RPM Magazine


NOW YOU CAN GET AN EDELBROCK INTAKE MANIFOLD WITH A DIRECT PORT NITROUS SYSTEM ALL-IN-ONE-BOX! Our pre-plumbed intake manifold and direct port kits are ideal for racers looking to add a nitrous system without the hassle of tapping the manifold and plumbing the lines. We’ve taken all of the hard work out by supplying you with pre-formed hard lines that deliver optimal nitrous and fuel flow, as well as accommodating popular carburetor and air cleaner setups. Each kit includes an Edelbrock Victor level intake manifold with 4150 style flange, Performer Series fuel and nitrous solenoids, distribution blocks and high flow lines with E2 Series nozzles. These kits support up to 300 additional horsepower with jetting for 100 and 150 horsepower included. We make nitrous easy. AVAILABLE FOR SMALL-BLOCK AND BIG-BLOCK CHEVROLET APPLICATIONS Kit Assembled

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www.rpm-mag.com | january 2016


NATHAN STINSON’S 1974 CHEVY NOVA X275 CLASS DRAG CAR Chassis Type & Mods: B & B Race Cars 25.3 SFI Spec chromoly chassis. Suspension: Ladder bar coil over on the rear and stock style Menscer double-adjustable shocks on the front. Body & Paint: Custom silver and graphics by Chris Avaritt at Crossthreaded Customs. Engine: Bennett Racing Engines 400 cubic inch small block Chevy, GRP connecting rods, Lunati crankshaft, T & D shaft rockers, Manley valves, Brodix DB2000 symmetrical port cylinder heads. Induction: Billet Atomizer injectors, Brodix cast intake. Power Adder: Precision Turbo Gen 2 Pro Mod 85mm turbo, Chiseled Performance intercooler and ice tank, Tial wastegates. Electronics: FAST XFI, AMS 1000 boost controller, and MSD Power Grid. Transmission & Converter: Powerglide by Dale Whitaker, PTC bolt-together torque converter. Differential: 9-inch Ford, Moser 40-spline axles, Moser aluminum center section. Performance: 4.61 @ 153.32 mph (eighth-mile). Thanks: Nathan sends thanks out to those who have helped him at the shop and at the track, as he is quick to say he couldn’t have done it without them. “Thanks to my Dad, R.L. Stinson and brother, Brandon Stinson, and to Cory Gray, and Chris Gray. Also, thanks to Darren Breaud at B&B Racecars, KBX Performance, PTC Torque Converters, and Chris Avaritt at Crossthreaded Customs.”


january 2016 | RPM Magazine


NICE CAR, BRO. Brothers Bandon (left) and Nathan (right) Stinson pose behind their creation.

decent showings is a huge deal personally,� Nathan said. Stinson’s current best performance with the Nova is a stout 4.61 @ 153mph in the eighth, with each and every event providing an opportunity to try something new in their quest for the next win.

www.rpm-mag.com | january 2016


>> With a wild paint scheme and an F2 ProCharger pushing more than 30 pounds of atmosphere, Richard Talley’s clean Ford is dressed to thrill and set on kill!


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january 2016 | RPM Magazine



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story and photos by


y wife was afraid I was going to crash and kill myself,” shared Kentucky native Richard Talley. Quite simply, that in a nutshell, is how Talley—a former wheelman of a turbo Hayabusa 4-wheeler—found himself shopping for a new set of wheels. “My wife wished I would get a car because it would be safer. Ok, no argument there,” he exclaims with a chuckle. “It was getting a bit old traveling

Tabitha Sizemore

around to the different county fairs every weekend and being out until the late hours anyway. Doing something local would be great. I had always wanted to build a car, and now I had the green light to do it,” explains Talley. Now, instead of piloting a quad, Talley turns heads with his brightly colored 1970 Ford Maverick. And you’ll hear it before you see it, as force-feeding the big block Ford engine that Talley has under the hood is a shiny whistlin’ ProCharger. Pretty much music to the ears.

“I drove an ugly orange Maverick for a few years in high school and for a while after. It was a six-cylinder with an automatic. I always thought it would be cool with a big V8, like they were doing with the Vegas back then,” Talley reminisced. “I had joined the Army right after high school, and while I was in the service, I had a couple of Fox bodies—an ’82 GT, which was my first real car I bought on my own, and an ’85 GT. So you could say I’m a bit of a Mustang nut.” When Talley began his hunt for a door-car,

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www.rpm-mag.com | january 2016


eBAY FIND Talley stumbled across his ‘70 Ford on eBay as a roller and turned it into the boosted beast it is today!

he originally started searching for another Mustang when low and behold, a Maverick popped up, thanks to a mislabeled title. “So, then, I got thinking, ‘I like different. I want to do something different.’ So, I searched for Mavericks, and found this one in Cleveland, Ohio.” Richard’s Maverick was an eBay find. Although Talley purchased the 1970

Chris Rini’s Nitrous Assisted Pro Mod ran a best of 3.75 & 199 MPH using an ATI T400 Outlaw Lock-Up, Outlaw Converter, Max Duty Super F and Super Damper!

In memory of Jim Beattie



january 2016 | RPM Magazine

Ford as a roller, the car had previously housed a small block Chevy powerplant. The purists will be happy that Talley did not follow the same path, as he wasted no time and dropped a 529 cubic inch big block Ford into the Maverick with a C6 behind it. The first combo ran mid sixes in the eighth, but that wasn’t quite fast enough for Richard. “That was ok,






I guess, but just was not fast enough. The quad had been faster than that! The next winter, came the Big Stuff 3 electronic fuel injection, an F2 ProCharger, pump gas, and 15psi of boost with water injection, and the first short footbrake pass was a 5.78, almost a full second quicker! By the end of the year it ran 5.40’s, but the car was sketchy—it broke a front axle on a little wheelie and also broke a few welds and a bracket on the rear end, ladder bars and chassis. Plain and simple, the car just had way more horsepower than it was built to handle.” At that point, Talley was hooked and made the decision to take

the Ford build beyond a street car. “I covered every square inch of the paint, cut the body off, and a buddy and I built a tube chassis over the winter.” Talley explained. “I’m the handson type, and I helped cut, notch, or bend a lot of the tubes on the car, brain stormed and fabricated every tab and bracket, and know every nut and bolt. That’s the best part of it for me: when it’s all together for the final time, and everything works. It’s just different than handing over a fist full of cash and having somebody do it for you. Bill Mitchell is very talented, he can TIG weld standing on his head and is very creative. Together we

VIEW FROM BEHIND The Mav is all business out back, where an adjustable pro stock-style rear wing adds stability and downforce at the top end while a single drag ’chute and custom wheelie bars add extra safety, too.

www.rpm-mag.com | january 2016



RECLAIMED! Before ownership by Talley, the Maverick housed a small block Chevy. Purists may rejoice, as Talley filled the engine bay with a big block Ford.


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january 2016 | RPM Magazine

PICTURE PERFECT The Maverick’s wild paint job turns heads with a mixture of Viper Red, True Black, and Bright Yellow.

built this thing on the weekends. I started cutting the front end off at my garage on Thanksgiving and the car was done for the Big-Block Ford Bash in April.” Talley decided to give the Pro Street Class of the Outlaw Series at The Ohio

Valley Dragway a whirl. He added an intercooler, VP race gas, pushed the F2 to 20-25psi of boost, and the Maverick began clicking off 5.0-second passes in the eighth. The ’70 was closing the gap on the competition, but

still had a way to go as most of the field in the Pro Street class were running high 4s. “The next winter, we bumped the compression up to 12.5:1, removed the intercooler and switched to alcohol.” Keeping the F2 ProCharger enabled Talley to

slide by without taking a tire and weight penalty hit. The Maverick now runs 4.70s—although the learning curve has been a challenging one, Talley explained. “What a difference four points of compression and alcohol makes! I’ve

www.rpm-mag.com | january 2016


BOOSTED MAV fought that learning curve for a couple years now. I’ve broke a lot of stuff and changed the converter about a billion times it seems like. I’m starting to get a handle on it and it will run a 4.60s in 2016!”

NON-AMATEUR CHARGED The Ford Motorsports A-460 iron block is equipped with a set of TFS A-460 cylinder heads. The mill works out to 529 cubes and sports an F2 ProCharger that has slammed down a best pass of 4.71 at 157 mph in the eighth, and still has more left in it.


january 2016 | RPM Magazine

Win Big.

Trick Flow’s new PowerPort ® 365 aluminum cylinder heads were designed and built for you to win races. These new extreme performance race heads for big block Chevy engines flow a massive 424 cfm @ .900" lift. The high-strength castings can withstand enormous amounts of compression and RPM. Rectangular-shaped 365cc CNC Competition Ported runners, 119cc heart-shaped chambers, CNC bowl blended valve seat transitions, 24° intake valve angles with 4° side cants, and the highest quality valvetrain components help make PowerPort 365 heads the best choice for your car. Use PowerPort 365 heads on your engine and turn your goal of winning into reality! Dyno Results PowerPort 365

Test Engine: 14.3:1 compression 572 c.i.d. with Trick Flow PowerPort® 365 cylinder heads (TFS-4141T804-C02), solid roller camshaft (285°/296° @ .050"; .918"/.874" lift; 114° lobe separation), 1.7 ratio shaft mount roller rocker arms, Trick Flow R-Series intake manifold (TFS-41400111), Holley Gen 3 Ultra Dominator 1,250 cfm carburetor, Trick Flow by Stainless Works headers (TFS-UBBC225238), 3½" dual exhaust with Flowmaster mufflers.


www.rpm-mag.com |

2016 31

january Some parts are not legal for sale or use on any pollution-controlled motor vehicles.


THINGS GOT HAZY... Talley shakes the tires and cruises on down the strip during a qualifying pass at the Xtreme Outlaw Finale at The Valley.

INDUSTRIAL GRADE This wild Ford sits on a 4-Link with AFCO double adjustable Big Guns on the rear. While Talley sets his sights on hitting the mid-4s in this awesome Maverick, he has lots of special folks to thank that have helped him get where he is with the car. First and foremost: Rebecca Talley, the Talley Family President and CEO/ COO that allows Richard to be gone most weekends and



VP East


VP South

(GA) (706) 335-3355 I vpsouth@vpracingfuels.com

For assistance with fuel selection and tuning, contact VP Tech Support today!

VP Midwest (IN)

(812) 466-1175 I vpmidwest@vpracingfuels.com

VP Central


(210) 635-7744 I vphq@vpracingfuels.com

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january 2016 | RPM Magazine


WHAT A BODY The car is all steel except for the fiberglass cowl hood. And other than the doors, has all factory glass.

Chassis Type & Mods: Tube chassis built by Richard Talley and Bill Mitchell at BMR Performance in Mt. Sterling, Kentuucky. 25.1 chromoly certified to 6.50. Suspension: Strange DA Struts on the front and a 4-Link with AFCO DA Big Guns on the rear. Body & Paint: All steel body except hood. All factory glass except doors. Race weight 3125 with driver. Custom PPG Viper Red, True Black, and Bright Yellow. Engine: 529 CI big block Ford, Ford Motorsport A-460 iron block (18bolt), 4.500-inch bore, TFS A-460 cylinder heads with mild porting/ blending, 87cc, 2.350-inch intake and 1.880-inch exhaust valves, CamMotion solid roller cam, 782/765 lift, 272/285 duration, 114 degree LSA, Comp Cams Elite Series roller lifters, WW shaft mount rockers. Rotating Assembly: Callies 4.150-inch stroke forged crank, GRP 5500 Series billet rods, Diamond hard anodized pistons, Diamond tool steel pins. Induction: TFS A-460 Intake, Wilson 105MM throttle body, Waterman Lil-Bertha fuel pump, Methanol, Precision 225 and Precision 550 injectors per cylinder, Exhaust: Stainless headers and mufflers with 5-inch fender exit. Power Adder: F-2 ProCharger, SuperCharger Store Gear-Drive w/ 1.75:1 Gearset – approx. 63,000 RPM at 7000 engine RPM, 33-34 lbs. boost. Electronics: BigStuff 3 SEFI w/ DAE, Racepak Dash, NTK wideband 02 sensor. Transmission & Converter: Hughes PowerGlide, JW Bell for BBF, Turbo input shaft, Coan planetary, 1.69 low gear, Coan valve body, PTC 10-inch converter. Differential: ART Fab 9 chromoly housing, ART Pro anti-roll bar, Moser center section, 2.89:1 Pro-Gear, 40-Spline Moser gun-drilled axles, steel driveshaft. Performance: 4.71 at 157 mph (eighth-mile).

www.rpm-mag.com | january 2016



CLEAN BARS The Maverick has a 25.1 chromoly chassis, built by Talley and BMR Performance.

THE CREW From left to right: Matt McCollough, Autumn Talley, Richard Talley, and Bob Tolson.

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january 2016 | RPM Magazine

GOT BITE? The ‘70 digs in as it wrinkles the hides.

INTO THE BEAMS Talley guides the Maverick to the starting line in preparation for another run as his crew members assist and look on.

spend lots of nights out in the garage. Richard’s crew and track helpers: Bob Tolson, Matt McCollough, Autumn Talley, Lindsay McCollough and Jordan Bray. Bill Mitchell from BMR Performance for the chassis help. Patrick Barnhill and Jason Lee from

PTP. Competition Automotive Machine in Brandenburg, Ky for the engine work, Charlie Evans Racing Engines for the cylinder heads, and last but not least, Lem Evan from BF Evans Ford for the block and big block Ford goods.

www.rpm-mag.com | january 2016




Beyond by

Dana Galus

>> Assembly continues on the 4,000plus horsepower all-billet mill for Tom Bailey’s Sick Seconds 2.0



ood things take time and great things take even more time. And when you are creating something that has never been done before… well, you get the picture. It’s been several

months since we updated RPM readers on the progress of Tom Bailey’s earthshattering 4,000plus horsepower SICK 2.0 engine program, and although we’d been checking regularly with Tom and his team, there was

simply no new news. And, with a full plate of events already scheduled for 2015, Bailey had SICK 2.0 (the car) completed and equipped with his previous SICK 1 motor in place and ready to do battle.

1: So what kind of rotating assembly holds up to 4,000-plus horsepower and can drive 1,500 miles in one week? Steve Morris is betting on this one.

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january 2016 | RPM Magazine

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“As Drag Week was fast approaching we set this on the shelf and worked on getting 2.0 ready to race,” explained Bailey. “Although we never made a full pass and had to peddle it every time, we still managed to win Drag Week for the second time in three years!” The best pass Bailey made was a 6.35 (1/4mile) at Indy and Tom admits having to have to peddle the throttle from 100 feet out. “We are sub-1-second at 60 feet every time out now, so as soon as we get this beast figured out we will be hauling some serious ass!” he added. While Bailey was making waves yet 2: Here you can see the block after again in the street tour event scene, a collecmachining for final hone and the tion of custom and compression ring grooves.


www.rpm-mag.com | january 2016



one-off parts were being designed and manufactured for his cutting-edge new motor. “Back to the block,” he continued. “LSM came through with a set of lifters for us and we are now in the final assembly phase of the project—the crank, rods and pistons are all in place and the cam and lifters are set, however, there is not an off-the-shelf oil pan for this, so a



3: Steve makes his own one piece rings for these grooves too, instead of the typical wire.

custom one is in the works and the timing cover will be a custom fabricated piece, as well.” Bailey, with engine builder Steve Morris Engines, is working through those items and plan to have the total package together and in the car shortly. From there the car will be taken to Skinny Kid Race Cars to get the headers made, following which

january 2016 | RPM Magazine

5: The block is now ready for mock up.


4: The gorgeous all-billet block goes back in the machine for the roller thrust upgrade.


6 & 7: During mock up you can see that the crank does not fit in the block. With a smile, Morris says this is all a normal part of an engine build and that making things work is all part of the job, but also a big part of the time needed to do quality work. Note the gap between the main journal and the bearing surface.



8: Here we can see Steve doing a quick check on counter weight clearance before putting the crank in the block for further mock up. Everything about this mill is monstrous. As if the crank, piston, and rod aren’t huge enough, look at the ginormous main caps on the bench! 9: The rod on the left is out of Sick 1.0 that won 2013 Drag Week and was the first car to run sixes at every track. The rod in the middle came out of the Sick 2.0 “Mule Engine” that won in 2015 and once again set the fastest average ever at Drag Week without the car even making one single full pass! The rod on the right is the new Crower titanium rod for the billet 5-inch motor for next year’s Drag Week. Bailey is clearly pushing the envelope, and every link in the chain has to be up to the challenge. Cool huh?


www.rpm-mag.com | january 2016




12 10: The piston package for this beast comes from Diamond and was built to Steve Morris’ specs.

the motor will be removed in order to get it to the engine dyno. “Our goal is to get everything together, dyno tuned and have the car ready to run at the start of the PDRA season,” Bailey

said. “And we are hoping to be true to our roots and drive it to the lanes and back after a run… and still keep up with the other pro mods!” “Things can definitely get frustrating at times, but



11: Morris goes to work to clearance for the beefy counterweights on the custom crankshaft.



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january 2016 | RPM Magazine


12 & 13: The block is further milled to ensure adequate room for the connecting rods and rod bolts as they swing on the rotating assembly.

www.rpm-mag.com | january 2016



16: Speaking of the camshaft, look at the 70mm Sick 2.0 cam on the left compared to a stock big block Chevy cam. What a bumpstick!

17 15: Now to install the cam bearings and slide the cam into position to ensure proper fit.


18 14: As you can see there is not a lot of rod clearancing required. The 1-inch raised cam helps this out.



january 2016 | RPM Magazine

19: Here, Morris checks the stand height of the rockers, the pushrod length, and the rocker arm sweep to ensure proper function.


17 & 18: As you can see, there is no timing belt cover that fits this block (17) but rest assured Morris has the answer‌make one (18)!

20 20: Steve checks the valve-to-valve clearance. 21: Here is what the valve-to-valve overlab cycle looks like.


when you are trying to create something that no one has done before, hold ups can be expected. We knew that going into it, which is one of the reasons that we started SICK 2.0 with our known combination. We are very excited to see how this set up performs on the street and on the track.” “I am hoping that I will have significant progress to report on the billet bad boy next month and we can’t wait to show you the dyno numbers as they are expected to be impressive! All I can say is that all innovation takes time to put together, but we’re in it for the long haul!”


SOURCES Bailey Racing

Smith Brothers


www.pushrods.net 800.367.1533

Crower www.crower.com 619.661.6477

Diamond Pistons www.diamondpistons.net 877.552.2112

Steve Morris Engines www.stevemorrisengines.com 321.747.7520

TMS Titanium www.tmstitanium.com 858.748.8510

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www.rpm-mag.com | january 2016



ACCESSORIZE YOUR NITROUS >>A few must-have items to make your nitrous kit safe and complete.


january 2016 | RPM Magazine


Chuck Scott


ost folks think when you buy a complete nitrous system, you can throw it on and go hammer on it. There are a few items that aren’t just cool to have but actually pretty important for a safe and convenient nitrous experience. Many racers order a nicer bottle mount, extra bottles and maybe a bottle heater, but very few weekend warriors and street guys bother with safety blow down tubes or inline nitrous filters. When we hauled the RPM Magazine Project 4 Lug Thug out to the Southern Fried Festival in Hampton VA, I realized it wasn’t setting a very good example for us to display the car with vital safety items not installed. So instead of just sitting around eating BBQ and looking at cool cars, Stacey Kincer and I


2: Stacey test fit the shut off valve / pressure gauge combo in a couple different spots before we settled on the passenger side of the center console. Even strapped in tight, the driver can easily reach the valve without taking his eyes off the track.

2 decided to do a live on-the-scene install at the show. The most important missing part from our nitrous kit was the safety blow down tube. All bottles come with a safety blow off disc fitting to evacuate the nitrous from an over-pressurized bottle. That is fine if you have your bottle mounted separate from the driver’s compartment, like in a sealed trunk or in

1: You could run a high pressure line from the gauge port on the Nitrous Express quarter-turn remote valve to any preferred mounting location for the big 4-inch NX pressure gauge, but we used a hardware store 90° 1/8-inch fitting to mount it right on the valve. One cool thing about the NX big gauge is that it uses a standard 1/8-inch fitting instead of the larger 1/4-inch size most similar industrial gauges come with. This allows it to screw right into common gauge adapter fittings.

the bed of a pickup. If you are going to mount your nitrous bottle inside your car though, you must have a way to vent the nitrous outside the vehicle in case of a disc rupture. I can tell you firsthand that you don’t want to suffer a nitrous burn. Years ago I worked at a speed shop and filled literally thousands of bottles without a hitch. One day I had a store full of customers and several


www.rpm-mag.com | january 2016


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www.holleyefi.com | Tech: 270-781-9741 Legal for use on Uncontrolled (Non-emissions Controlled) vehicles or racing vehicles. | RPM Magazine


3: A few screws into the console and the gauge is installed onto the 90° fitting in a back position so the lever can be thrown without the gauge impeding. The NX shutoff valve features a ½-inch straightthrough orifice that doesn’t affect flow or create expansion points. It comes with a removable flat bracket or an optional roll bar mount for simple mounting choices. You can get any inlet and outlet sizes from -4 AN to -8 AN.


4: Another great nitrous accessory for your tool box is a jet holder. This one from Nitrous Express has a spot for an optional AN wrench, too. Remember, NX jets are larger than the other nitrous company’s jets so this one accommodates those larger jets. I used a fine point marker to label the jet sizes.

bottles to top off. I was in the back room filling an older bottle when all of a sudden, for no apparent reason, the blow off disc ruptured while pointing at my chest. It wasn’t just the contents of the 10lb bottle blowing out and tossing the bottle around like a squirrel in church, the mother bottle was attached and sending more cold stuff down the line. I managed to get the quarter-turn ball valve shut off on the fill line and stop the mayhem, but I was burned pretty badly in the process. At first it didn’t hurt at all but my shirt was frozen stiff. I changed to one of the store t-shirts and proceeded to finish topping off

the other bottles and replaced the ruptured safety disc. A few minutes later my skin started to thaw out and I was in excruciating pain. Luckily I didn’t sustain any permanent damage and once the 10-inch burn healed I was good as new. Even my shirt lived to catch lunch fallout another day. Another vital part of a race-ready nitrous kit is a quarter-turn shut off valve. It is a really good idea to be able to keep the valve shut during the burnout and shut it off again immediately as you go through the traps at the top end of the track so you can purge out your lines after you get it shut

www.rpm-mag.com | january 2016



down. A hung-open solenoid at the end of a pass can be the end of your engine, and keeping the pressure off the solenoid whenever possible is always a wise move, as well. Most new nitrous kits come with the solenoid inlet fittings equipped with a little screen to help stop contaminant particles from getting in your solenoids and



causing them to get stuck open or closed. Everyone has seen a stuck purge solenoid empty the precious contents of the bottle on the starting line. Most nitrous manufactures sell cleanable inline nitrous filers that can stop that from happening and will cause less restriction than a fitting half clogged with a mesh screen. If you do use the screened fittings,

january 2016 | RPM Magazine



5-7: To install the blow down tube, you must first replace the standard equipment safety blow off fitting with the optional NHRA safety blow off fitting that accepts an 8an line. With the old fitting removed you can see the safety rupture disc inside the threaded hole in the bottle valve. If it is undamaged, you can just re-use it with the new fitting. 8: If your bottle didn’t come equipped with a gauge, now is a great time to add one. The little bottle-mounted gauges are great for referencing pressure of bottles while they aren’t mounted in the car. If you choose to use a thread sealant on the gauge fitting, try to keep it away from the ends and never use Teflon tape. The tape or even some liquid sealants can end up getting in the bottle and possibly a solenoid after that. Use blue Loctite for less chance of debris.

www.rpm-mag.com | january 2016





9: Our Lightning 500 bottle valve is now equipped with an NHRA safety blow off fitting, a gauge, and is now ready to fill. 10: For the safety blow down tube floor pass through, you can use a -8 AN bulkhead fitting or a -8 AN male straight union with a nut. I found a used -8 AN straight O-ring fitting in my toolbox along with a bulkhead nut. I just pulled off the O-ring and put the non-flared end through the floor with the nut underneath.

you have to regularly check them for debris that can block nitrous flow. The big inline filters have a lot more surface area on the filter element so a little trash caught in one is not likely to have any noticeable


effect on the system’s performance. Some systems may come with a little bottle gauge pre-installed but many do not. Even if your kit did come with one, you still need a larger

january 2016 | RPM Magazine

more reliable accurate gauge to monitor bottle pressure before a pass. The small gauges have their uses but it shouldn’t be the final report to the driver that everything is ready to go. The little gauges are great for

heating (or cooling) between rounds and before the bottle is strapped into the car, but once the bottle is in the car, forget about the little gauge and refer to a big precise gauge for purging to desired bottle pressure.



11-12: Once a good spot in the floor near the ARC bottle mount is decided on, we checked under the car to make sure we wouldn’t drill near anything important. A stepped drill bit opened the hole up to the perfect size for the -8 AN fitting.

www.rpm-mag.com | january 2016


RPM QUICK TECH 13: While high pressure hose or hardline is required for actual nitrous use, a safety blow down be standard pressure hose since it’s job is just to direct the nitrous outside the car if the safety disc ruptures. The pressure in the line with one end completely open would be far lower than nitrous usually is. I used a scrap piece of braided line and some used hose ends from the tool box in the car trailer to do the job. Most blow down kits come with a pre-bent hard line but the flexible hose will be easier to maneuver and attach.

14: In about an hour we were able to add gauges, a quarter-turn quick shut off and a safety blow down in ole 4-Lug while eating BBQ and hanging out with cool people at the show.

SUPPLIES & SOURCE Nitrous Express Shutoff Valve( #15851-6 ): $269.04 Nitrous Express Jet Case (#17003): $24.96 Nitrous Express 4� Pressure Gauge (#15540): $58.08 Nitrous Express Bottle Gauge (#15508): $31.20 Nitrous Express NHRA Safety Blow Off Fitting (#11709) $28.08 Nitrous Express Spare Relief Disc (#11712L) $5.87 Nitrous Express 6an Nitrous Filter (#15610) $64.62

Nitrous Express www.nitrousexpress.com 888.463.2781


january 2016 | RPM Magazine

www.rpm-mag.com | october 2015


story by

Stan Smith

photos by

Matt Woods



magine trying to build the hot rod of your dreams, but living 400 miles away from the nearest chassis builder and thousands of miles away from most every part you’ll need to build it. Not an easy task, and definitely not something that most readers can even imagine, however, such were the challenges of South Lanarkshire, Scotland’s David Murdoch in building his street/ strip ’33 Willys. “We had some long drives through the night for seat fittings and the collection of body parts and things at the chassis builder, Andy Robinson Race

STRIP? YEP. STREET? YEP. TOP: Melting the hides on the Willys in preparation for the first 7-second run. BOTTOM: Cruising the English countryside in the Street Eliminator, one of a dying breed that spawned the “street car events” seen today.

56 january 2016

| RPM Magazine

TOLD YA SO They said being competitive in the UK Street Eliminator class with a short narrow wheelbase street rod would be next to impossible‌David Murdoch and his team proved them wrong.

www.rpm-mag.com | january 2016


DAVID MURDOCH’S 1933 STREET/STRIP WILLYS COUPE Chassis Type & Mods: Full twin rail Pro Mod style chassis built by Andy Robinson Race Cars and at present is tagged to 7.50 seconds. Suspension: FRONT: Strange struts. REAR: Full Andy Robinson 4-link with Andy Robinson sheet metal fab rear axle, Strange single adjustable shocks and ARRC anti-roll bar kit. Strange axles and Strange brakes. Body & Paint: Body & wheelbase lengthened from 98 inches to 110 inches by Murdoch and friend Colin Herd. House Of Kolor Passion Pearl paint. Grille and headlamps are retro items by Willys Replacement Parts. Engine: 600ci aluminum Chevy machined and built by Clive Bond of Ultimate Race Cars. Brodix 10.2-inch deck block and ported Brodix heads. Jesel rockers and lifters, Canton push rods, Jesel belt drive, custom oil pump drive with custom sensor pickup and MSD crank trigger. Meziere remote water pump and remote scavenger pump on the turbos. Induction: Twin turbo with Edelbrock Victor tall manifold with Moran 235-pound injectors, Wilson billet elbow and Wilson 105mm billet throttle body. Webster Race Engineering fabricated charge cooler with ice tank. Power Adder: Two Holset 88mm turbos with custom internals installed and fabricated by Jon Webster of Webster Race Engineering. Two Tial 60mm wastegates and 50mm blow-off valve with boost control by the Motec ECU. Electronics: Full coil-on-plug system all by Motec including a C125 data logging Digi dash, M84 ECU and ignition expander, supplied, installed and mapped by Dave Rowe of EPS in the UK. Transmission & Converter: Mike’s Transmission Monster Glide with full billet internals and a Neal Chance bolt-together converter maintained by Steve Pateman. Differential: Andy Robinson Race Cars fabricated with Strange aluminum center section and 35-spline shafts with a 3.25 gear set. Performance: 7.80 @ 176 mph (quarter-mile). Thanks: Most importantly thanks to my wife and kids (Kim, Ben, Emma). Additional thanks to Bobby Gee, the late Luke Ramage (we actually spread his ashes from our chute on a 7-second run at this year’s Euro Finals at Santa Pod). Thanks to Steve Pateman, Kerr Bond, Cameron Bond, Steve Moore, Colin Herd, USAutomotive and especially Lynn Marshall and her husband Davy Marshall, couldn’t do it without them. Clive Bond/Ultimate Race Cars for the awesome motor, Jon Webster/Webster Race Engineering and Andy Robinson Race Cars. Thanks also to aunty Lorraine for sending me all the engine parts as gifts.”

58 january 2016

| RPM Magazine


Cars,” explained Murdoch. “Plus, we first had the car built to 8.50 elapsed time specs because at the time the Street Eliminator cars in the United Kingdom weren’t anywhere near the times they are running now.” The first iteration of the now heavily turbo’d 1933 Willys Coupe had an Oddy Roots-blown 502 motor that was good to get the car to 8.40 @ 165mph in the quarter-mile, but as David said, by the time he got the car got there, the SE field

was dipping into the sevens. “We now needed a 7.50 chassis tag,” he said. “We then saw the class continue to get even faster and we watched with interest the success of the guys with the twin turbo deals in the US and UK. So after three years and a fourth place finish best, we decided to build a new turbo motor.” Murdoch was already using Clive Bond of Ultimate Race Cars to look after the supercharged mill and convinced

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www.rpm-mag.com | january 2016



him to do a turbo combination with them. “Clive has years of experience in Pro Mod and large nitrous motors but never a turbo motor, so we thought we’d give it a go,” Murdoch added. It was years earlier, though, that Murdoch first got into racing and street rods through his aunt and uncle. “I crewed on various street rods that my aunt Lor-

raine Mathie and uncle Shug Hanchard raced. We raced at The Pod in UK and some other older tracks. From that point on, I was hooked on old hot rods. Having chased the dream, they (my aunt and uncle), are now in the US and he owns Sowhat Rod Shop in California.” By the age of 14, Murdoch had the opportunity to see the

NHRA drags in person when a 1933 Willys came into the burnout box. “I think that Willys was owned by Toney Sewell,” he said. “I had never seen one before in the United Kingdom and this one had a wild Roots-blown small block that ran 9s, which was pretty stout in the UK at the time. I turned to my uncle Shug and told him that’s what I

!!! 60 january 2016

| RPM Magazine

GRAB IT The unique Grabber Green paint is actually the car’s factory hue.

WHAT’S BRITISH FOR ‘HOLESHOT’? David gets a good hold of the track as he launches the Willys at Santa Pod dragstrip in the UK.

www.rpm-mag.com | january 2016


WICKED WILLYS wanted when I was old enough, and he said to me laughingly ‘dream on.’ So that’s exactly what I did, and now this is the Willys that everyone over here is looking at, and I am chuffed about that,” explained Murdoch. “Shug and I have laughed about this a lot as I am now 40 years old.” The build took about five years to complete but the catch is that David himself is only around home for half of the year. “I work offshore six months of the year which also caused some challenges here and there, but we got through them,” Murdoch added. The car

PUMP IT UP, BUT KEEP IT COOL The twin turbo 600-inch big block Chevy gets the job done… on pump gas. Murdoch used a coil-on-plug configuration and MOTEC was his choice for controlling the fuel injection system. You gotta keep cool when cruising around town and the massive radiator up front of the Willys does the job nicely.

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WICKED WILLYS FILL ’ER UP Both lengthy street cruises in full traffic and a fuel stop at a “high test” gas station are part of qualifying for Street Eliminator contests that Murdoch frequents.

was built specifically to compete in the UK Street Eliminator series which is one of the few organizations left in the world that continues to focus on true street/ strip cars. The series has a mandatory street cruise, fuel stop, and hot start that must be completed in order to

64 january 2016

qualify for the race portion of each event. “Running in Street Eliminator, which I feel is the best street-legal class in the world, is unique in itself, but running the Willys there adds a whole new twist. I used to follow this class as a kid in the UK mags and watch the

| RPM Magazine

BILLET BOOST ‘BOW The Edelbrock intake is fed by a Wilson elbow fitted to the massive Wilson 105mm billet throttle body.

WILLY FAST...AND WILLY COOL INSIDE A removable steering wheel, race seats with safety harnesses, and some amazing interior tin work complement the inside of the ’33. It’s a tight fit for David and his cruising passenger, but once your rumbling down the roads you don’t even notice.

www.rpm-mag.com | january 2016


66 january 2016

| RPM Magazine


DARE TO BE DIFFERENT LEFT: Front headlights, grille, and trim are original-style pieces. After all, this is a legitimate street legal machine. One look at the back of the Willys and there is no mistake that it is built for something far more radical than mere street cruising! RIGHT: Andy Robinson Race Cars’ chassis work is complemented by a Strange front strut suspension.

guys like Steve Pateman winning championships. Now Steve is a close friend and I’m there in it, ‘canny whack’ as we say in Scotland. Proving all the doubters wrong has been fun—those who said that you can’t run this series in a short, narrow hot rod. But we’ve done it and we have gone 7.80 @ 176mph in the quarter in just our first year out with the new turbo combination and new electronics, and that is at only 15 pounds of boost!” With 600 cubic inches of all-aluminum big block Chevrolet now powering the Willys, twin 88mm turbochargers add extra punch. The combination is backed up by a Mike’s Monster Glide with full billet internals and a Neal Chance bolt-together converter that sends power rearward to an ARRC-fabricated rear differential with Strange aluminum center section and 35-spline axles. “Clive was excellent all the way through,” said Murdoch of his engine builder. “He completed all of the fab work continued on page 76

WHOA BABY we spied these baby booties dangling from the cage work during our photo shoot. No word on whether they “delivered” a performance advantage or not.

www.rpm-mag.com | january 2016


Page 68


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on the motor and all machining and balancing. He went above and beyond the whole way through and is a major fount of knowledge. We all love Clive. He spec’d the


cam and built us a great motor with mega power and it is still on pump gas.” All plumbing associated with the engine was by Speedflow and fitted by Murdoch him-

MOUNTED TURB-LOW Check out the very cool turbo placement on the Willys, don’t get too close though, you might lose a foot!

self. “We used two Magnafuel EFI gear pumps and Magnafuel EFI regulators and are installing water injection and auxiliary injectors to assist with intake temperatures,”

january 2016 | RPM Magazine

he added. So what’s the next challenge for David Murdoch and his wicked street/ strip Willys? “… we’d better update our chassis again!” he said with a smile.

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Toby Brooks

story by

photos by

Louis Fronkier

>>This second-gen Camaro has survived to become one of the nation’s fittest street beasts! OVERNIGHT SENSATION? HARDLY! Jef Fern’s Camaro has been a work in progress for over 30 years, changing chassis, colors, powerplants, rolling stock, and interiors along the way.


january 2016 | RPM Magazine


ake no mistake. RPM Magazine isn’t the place for theological debate or scientific arguments of a non-automotive flavor. We won’t ever discuss the social impli-

cations of the Pope’s visit stateside or the existence or fallacy of greenhouse gases and their impact on climate change. But for the next few pages, we’re going to prove that we’ve discovered incontrovertible

www.rpm-mag.com | january 2016


REVOLUTION proof of the existence and impact of evolution—at least as it pertains to one incredible 1970 Camaro.


In its earliest form, the Chevy you see here wasn’t much more than a blank canvas for a developing hot rodder’s mind. But in 1981, Boyertown High School senior Jef Fern had been working odd jobs mowing yards and painting houses to scrape together $1800 in order to make a well-worn second-gen his very own. The car was forest green with fluorescent orange traction bars and a 307 small block that consumed oil as if it were a two-stroke. It also happened to have a 4-speed manual trans, so Fern had to learn to drive a stick the night he bought the car. Through a steady trek of modifications, the Camaro slowly started to evolve. A new 327 ci engine, a set of chrome Cragar SS/Ts, and a home-


spray paint job with a red hue sourced from a tractor supply house changed the look and sound of the car dramatically in 1983. However, Fern was feeding himself on a steady diet of pro street ideas from all the major magazines and hungry to morph his ride into something more like his heroes Rod Saboury or Rick Dobbertin were building. Unfortunately, the mechanical drafting student was tight on cash and using the Camaro as a daily driver, so those dreams would need to wait. The wait was over in 1989 when Fern had started working as a civil engineer and was ready to backhalf his beloved Chevy. A local shop was hired to perform the chassis work enabling a pair of big Mickey Thompson Sportsmans to be stuffed out back. The following summer, buddy Mark Knarr sprayed the car yellow, and using funds loaned from a girlfriend, Fern purchased a B&M

january 2016 | RPM Magazine

MOUSE WITH TWINS The Camaro now sports a double-turbo’d small block and a blow-thru carb. Between the copious amounts of polished aluminum, the body color chassis work, and the clean matte tan tinwork, the engine is as pretty as it is potent.

BACK IN THE DAY Fern decided to update from his previous Roots blower and twin fours setup.

Photo provided

www.rpm-mag.com | january 2016


REVOLUTION BIG ‘N LITTLES The monstrous Mickey Thompsons and ET Classic wheels out back stuff the stretched wheel openings nicely, while the matchng fronts add a nostalgic flair and nicely showcase the cross-drilled rotors. MegaBlower. That summer the car was shot by the legendary Steve Reyes at the 1990 Super Chevy Maple Grove event and later featured in the January 1991 issue of Popular Hot Rodding. “I was on top of the world,” Fern exclaimed. “We decided to repaint the car in 1992 and had taken it to a body shop in September. However, while my car was there for work, the building caught on fire. Fortu-


january 2016 | RPM Magazine

COOL ART The old blower hood makes for an interesting conversation piece in Fern’s home. Photo provided nately, my best friend Chet Dotts worked there and even though the tires were flat, he managed to push it outside, saving the car,” he added. Unfortunately, the fiberglass front end that was stored elsewhere in the building didn’t fare so well. However, parts were replaced and the car was finished in time to take part in Fern’s wedding along with four other pro street cars. A few more magazine features came, but by 1998, many mainstream publications were trumpeting the death of pro street. “How could this be?” Fern asked. “I finally got to the top of my game—at least in my mind—and the magazines were about to put a proverbial fork in what I had worked so hard


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to aspire to. It rocked me to the core, and unfortunately, at the same time personally things went sour for me,� he added. After losing his mother to cancer and his marriage to irreconcilable differences, Fern’s world had changed dramatically.

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But one thing remained. His Camaro.


In late 2003, Fern met a new friend, Dave Guenst of Guenst Motorsports in Soudenton, Pennsylvania. After some coaxing, Guenst convinced Fern to continue the Camaro’s evolutionary journey with a series of updates, starting with the antiquated chassis.

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JEF FERN’S PRO STREET 1970 CHEVY CAMARO Chassis Type & Mods: 2x3-inch mild steel chassis with 12-point half-funny car cage by Guenst Motorsports. Suspension: FRONT: S&W Race Cars front clip with modified control arms and single-adjustable shocks. REAR: Custom 4-link with single-adjustable coilovers. Body & Paint: PPG Honda Long Beach Blue Pearl. Modified factory steel quarter panels with stretched rear wheel openings, smoothed & shaved front clip, custom Buick smoothie door handles. Final spray & polish by QCR/Mike Heim. Engine: 355 cid, Callies forged steel crank, Crower I-beam rods, Wiseco 9.0:1 pistons, Brodix aluminum cylinder heads, and Edelbrock Victor Jr. intake. Induction & Power Adders: Wrench Rat twin 67mm Turbonetics turbo system with custom intercooler and charge tubes. CSU Turbo Hat. Fuel Delivery: Holley Dominator twin billet pump, CSU blowthrough 750 cfm carb. Transmission & Converter: TH400 with PTC stall and TCI flexplate. Electronics: Jacobs ignition with MSD Pro Billet distributor. Rear Differential: Narrowed 12-bolt GM with spool, Strange 35-spline axles and Moser 3.73 gears assembled by Johnny Fox. Tires & Wheels: Team 3 ET Classic V wheels (15x5 front, 15 x 15 rear) with Mickey Thompson Sportsman SR tires (26x6-15 front, 33x22.5-15 rear). Special Thanks: Johnny Fox, Dave Guenst, Jeff Weidemoyer, Chester Dotts, Shawn Fern, Rod Saboury, and Chris McClintock.

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The old 4-link setup had been installed incorrectly back in the ’80s and Fern and Guenst discovered that the brackets on the rear end had actually been installed upside down. The pair decided to start from scratch, and Fern set out to redesign an entirely new chassis.

“When Dave was done cutting, there wasn’t much left of my ‘magazine car’!” Fern said with a laugh. A mild steel 2x3 tube frame was constructed, including a 12-point cage with a half-funny car setup and a newly reworked custom 4-link system out back. QA-1 single-ad-

justable coil overs were employed to suspend the narrowed 12-bolt Chevy rearend fitted with Strange 35-spline axles and a Moser 3.73 gearset. Meanwhile, a modified S&W Race Cars front clip was nestled into position with Heidt’s 2-inch dropped spindles for a serious slam.






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AS NICE AS THEY COME The incredible Chris McClintock/Bux Customs sculpted interior and trunk certainly sets the Camaro apart from most pro street cars. The supple beige leather is highlighted by a body color cage and polished aluminum accents throughout. The custom dash has been filled with a six pack of Auto Meter gauges.

PERFECT MATCH Fern decided to carry the matte tan interior color into the engine bay. The painted tinwork could almost pass for leather-wrapped!

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Progress on the build seemed to be steaming along nicely in 2005 when the car headed in for paint. Body mods aplenty in mind, Fern worked along with the body shop to heavily massage almost every square inch of the factory sheetmetal. Smoothed and tucked bumpers were rechromed. Buick Century door handles were grafted in for a smooth look, and the heavily reworked rear quarter panels were modified to give the illusion of a chopped top. The factory wheel openings were stretched to better flow with the massive rear meats.


january 2016 | RPM Magazine

The fiberglass front clip was replaced with a steel nose, but not before it was extensively re-worked with filled and smoothed body seams, shaved marker lights, and more subtle touches than you can count. Inspired by the likes of pro street legend Gary Buckles, Fern came up with a whole boatload of custom tricks including a few that are reminiscent of those seen on Buckles’ iconic second gen. Paint and body dragged on an astounding seven years, but the car was finally sprayed a gorgeous PPG Honda Long Beach Blue Pearl hue by Mike Heim

and returned home in 2012. Fesler billet taillights complement the rear, as does a full array of LED lighting throughout the car. Fern painted the cage body color and handled all the plumbing and wiring himself. And while the car was languishing away in “paint jail” prior to ending up with Heim, Fern was also busy assembling the engine and trans so that they would be ready to go almost as soon as the car returned. “I originally planned to build a bigger, badder, blown and injected small block,” Fern said. “However, over the years I had be-

come good friends with my childhood pro street hero Rod Saboury. He took me for a ride in his then-record holding World’s Fastest Street Car twin-turbo 1963 Corvette, and my engine ideas went right out the window,” he added. What ultimately ended up between the framerails is a heavily fortified 355 twin-turbo small block Chevy. After being bored 0.030 over, the 4-bolt main steel block was fitted with a Callies forged steel crank and Crower I-beam Sportsman rods. Wiseco 9:1 compression pistons were utilized to accommodate the anticipated boost,




The incredible detail abounds on, in, and under the car as evidenced by the stunningly wellfinished narrowed 12-bolt Chevy rearend and coilover shocks.

Fern had initially settled on a blown and injected big block for the car...until he got to ride in friend Rod Saboury’s then-World’s Fastest Street Car twin by Johnny Fox. The muffler-free system delivers a nasty exhaust turbo small block Corvette. pulse that is punctuated by the and a Cam Motion custom high-pitched sound of the twin turbo grind solid lifter cam was snails as they spool. Backing the selected. ARP fasteners were potent combo is a TH 400 trans used throughout and the entire built by Fern and friend Chris rotating assembly was balanced Root. The three-speed auto has and blueprinted. been equipped with a manual A pair of Brodix aluminum reverse valve body and a PTC Street HP cylinder heads were 3,400 rpm stall converter bolted torqued into place and equipped to a TCI flexplate. with Harland Sharp roller Rolling stock consists of a rockers. An Endura-Shine coated matched set of Mickey ThompEldelbrock Victor Jr. intake was son Sportsman SR radials added and topped with a CSU (26x6-15 front, 33x22.5-15 rear) 750 cfm blow-through carb. mounted aboard Team 3 ET A Holley Dominator electric Classic V wheels measuring 15x5 twin billet pump pressurizes the up front and 15x15 out back. fuel system, while a Melling big 4-piston Aerospace disc brakes block oil pump works inside the can be found at all four corners. spacious confines of a Moroso In July 2014, the car was all 7-quart pan to keep the engine but complete, lacking just an well lubricated. A Jacobs and interior. Chris McClintock and MSD ignition system with a the crew at Bux Customs in PottPro Billet distributor manages stown, Pennsylvania came to the sparking chores, while a Meziere rescue with needle and thread— electric pump has been teamed and hide after hide of tan leather up with a custom built Wizard and suede—in hand. The “ocean radiator to keep things cool— meets the beach” color combo particularly helpful thanks to the has even been carried into the twin hairdryers mounted in the engine bay, where the tinwork engine bay. has been treated to a matte tan That unique induction color. system is composed of a Wrench McClintock hand-built the Rat twin 67 mm Turbonetics custom door panels and console turbocharger system that pushes and massaged a fourth-generaround 10 pounds of boost. A ation Trans Am dash in place. custom air-to-air intercooler AutoMeter Ultra Lite gauges sit and induction tubing designed behind a Budnik billet wheel, by Fern adds to the performance and a host of other billet pieces and visual appeal of the system, can be found throughout. Power and a CSU Turbo Hat ensures windows and leather-covered air-tight boost delivery to the Viper seats add a touch of beauty carb orifice. while the body color cage pops Wrench Rat 1 7/8-inch with brawny contrast. A Hurst stainless headers were incorpoPistol Grip shifter commands the rated along with a custom 4-inch gear changes, and custom 5-way harnesses ensure occupants side-dump exhaust fabricated

january 2016 | RPM Magazine

remain inside the vehicle at all times.


To say Fern’s Camaro has come a long was since he first acquired it in all its deep-forest-green-and-fluorescent-traction-bar glory in 1981 might qualify as the understatement of the year. And although career, family, and relationships have all changed dramatically since the day he first slid behind the wheel, he can still assuredly say that his Camaro has been there with him through all the sufferings and celebrations, set-backs and triumphs, let-downs and lift-ups that have occurred along the trek. So what if it took 34 years… Jef Fern’s Killer Camaro has evolved into one wicked beast!

Jef Fern proudly poses beside his killer creation.


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’m sure that everyone has considered that there is an element of danger involved with drag racing. Despite the fact that thousands of cars race down the track every year, there are crashes now and then. However, in the vast majority of those situations, the driver walks away unhurt, other than maybe his wallet. It wasn’t always like that. In the early days of drag racing (the 1950s), getting hurt (or worse) was not just a possibility, it was a probability and was happening way too often. For all practical purposes, safety rules did not exist. Roll bars were few and far between in those early days, even on dragsters. And roll “cages”, were nowhere to be found. The roll

bars that we did see were of marginal material (sometimes made from muffler tubing) and rarely correctly attached or even braced. I saw many cars with roll bars in those days where the top of the roll bar hoop was only shoulder high, leaving the head and neck completely exposed in the event of a roll-over. I was hooked on drag racing before I could even drive a car and since I was now spending the whole day down at the drag strip, I devoted some time to looking at all the other race cars in the pits. The dragsters (some of which were using nitromethane fuel) were mostly a Model A or Model T frame, an engine, and a seat. Only about half of them had roll bars, which consisted of a roll bar hoop with no forward or rear braces. Even on dragsters in the early 1950s, roll bars were not required. You

could lean on the hoop and it would lean with you! During that time the dragsters (and only the dragsters) were required to have seat belts and the only seat belts around were the WWII aircraft belts, and only available at the local Army-Navy salvage stores. You could pick up the pilot goggles there too if you had a roadster or an open car. You could also scrounge around in the back of the store and maybe find a seat from a WWII fighter plane, but they were kind of expensive, ten dollars, so most of the dragster guys just made their own seats, some of which looked like they were built out of lawn chairs or bar stools. The driver’s uniform was the usual t-shirt and jeans, and although a helmet was required for the dragster drivers, I’ve seen more than my share of guys go down the track

with their hair blowing in the wind. If there was a helmet “rating” system, nobody knew about it, and almost any type of helmet would do. The early drag racing rulebooks used to say that “football helmets were not permitted,” which kind of tells you those guys were using them at the time. Naturally, people got hurt and I also went to a lot of funerals back then for drag racing friends. Growing up around drag racing in the ’50s and ’60s, I witnessed a lot of crashes, but over time, the sanctioning bodies (NHRA, IHRA, AHRA, etc.) created rules and regulations designed to minimize the dangers. In 1963, SEMA was created, which at that time stood for Speed Equipment Manufacturing Association. From that organization, the SFI Foundation was formed, with that group being

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january 2016 | RPM Magazine

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responsible for testing various safety related equipment and components. Virtually every single advancement in safety related to drag racing (and other motorsports) was because of some dead or maimed race car driver. Someone needed to die or be horribly disfigured before a new safety related regulation was created. And to some extent, that is still the requirement today. The rules organizations don’t just come up with this stuff out of thin air. But here we are today, sixty years after my first pass down a drag strip. All the old timers that I know who are still around would be willing to say, “drag racing today is safer than it’s ever been.” This is a true statement, but we could have said the same thing back in 1960, too. Drag racing in the early ’60s was definitely

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Multi-Functional Unlimited Possibilities safer than in the 1950s, and so on, right up until today. I’m a still a licensed SFI Tech Inspector and I’m amazed at people being able to walk away from what looks like a life threatening crash with hardly a scratch. But unfortunately I still see and hear about people getting hurt, not because of the lack of available safety equipment, but because of the availability of safety equipment they were not using. The sanctioning body rules and regulations and the SFI specifications for the vehicle is a whole book in itself. I know that there are some racers out there that look at these as just away to separate the racer from his money, or to run up charges on his Amex card. It may seem like that, but it’s not. All the rules and regulations and the SFI specs are there to keep the driver alive or out of the burn ward. You may be able to get away with fooling the tech inspector at your local track by using a helmet that is out of date, but what are you really doing? At some point you have to ask yourself, “How much is my head worth?” You may be able to con your way through the tech line with the wrong gloves, or a driver suit designed for a 10-second car when yours is running in the 8s, but again, how much is your life worth if the car bursts into flames? How much would you be willing to pay now if you could have your hands and fingers back, or to not have to go through the unbelievable pain of burns and skin grafts? I suspect that cost would not be much of a consideration. Speaking for myself, fire has always been my number one fear in a drag car. The days of being able to go down the track in a t-shirt are (or should be) long gone, regardless of your speed and

ET. I’m too old to drag race but if I still did, I would be wearing the highest rated driver’s suit available, regardless of what the specs required for the class or the capability of my car. One thing to always keep in mind, the NHRA and IHRA rules and regulations for driver safety systems and the SFI Specs, are the MINIMUM requirements. There is NO RULE that states that you can’t protect yourself with additional safety related equipment. When I used to be inspecting drag cars at NHRA or IHRA tracks for the old Fun Ford Weekend race series, fire was one of the biggest issues of concern for me. I could never let anyone go down the track with that rubber hose instead of the required steel-braided fuel line, and a little speech usually did the trick and got their attention. Here are the NHRA rules for the drivers for the Pro Mod class, and I suspect that IHRA rules for the class are the same:

DRIVER RESTRAINT SYSTEM A minimum 6-point, 3-inch driver restraint system, meeting SFI Spec 16.1 or 16.5 mandatory. And the belts must be updated at two-year intervals from date of manufacturer (not from the date that you purchased the belts). See General Regulations 10:5.


For all cars, a full-face Snell SA2005 or SA2010 helmet and face shield mandatory (goggles prohibited). Eject Helmet Removal System (Part number SDR 890-01-30) mandatory and must be installed per manufactur-

er instructions. A Stand 21 Lid Lifter head sock meeting SFI Spec 3.3 may be used in lieu of the Eject Helmet Removal System. See General Regulations 10:7.


AVAK MaxDuty Flex Tool Kit • 3-in-: Rivet, Rivet Nut + Rivet Stud • Flexible handles for easy storage without loosing any leverage. • Unique QuickSwitch feature for rapid functional change • Heavy duty supporting stainless fasteners and structural fasteners fas

A head and neck restraint device/system meeting SFI Spec 38.1 is mandatory. See General Regulations 10:8.



Driver’s suit meeting SFI Spec 3.2A/20, SFI Spec 3.3/20 gloves, and SFI Spec 3.3/20 boots mandatory for supercharged and turbocharged entries. Driver’s suit meeting SFI Spec 3.2A/15, SFI Spec 3.3/15 gloves and SFI Spec 3.3/15 boots mandatory for nitrous-assisted entries. An SFI 3.3 head sock or SFI 3.3 skirted helmet is required on all cars. See General Regulations 10:10. If you are married or have a family, people depend on you to be here for them. If you are single, there are girlfriends or boyfriends, moms, and dads that may depend on you to be here, so please, take care of yourself.

1/4” (6.4mm) Rivet Nut 1/2” / M12 Rivet Stud 5/16” / M8

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RVD-10: Up to 1/4” rivets RND-10-[S/M]: Up to 3/8” or M10 rivet nuts



George Klass Licensed SFI Inspector http://www.georgeklass.net/ RJS Safety Equipment Steve Coccaro, G.M. Vito Micciolo http://rjsracing.com/


http://sfifoundation.com/ SFI technical staff

Use “RPMRACE15” for15% off over $100 Expire Dec 31,2015 WWW.RIDGEGATETOOLS.COM


www.rpm-mag.com | january 2016




>> Our project Camaro gets spoiled thanks to Moroso


Blake Robinson


ne disadvantage to living in “Small Town USA� is parts availability. Between that and a tight budget, at times things just do not come together as planned. But there is a bright side: Tommy Eufemia (owner of Bad Attitude Engines) is chomping at the bit for the rest of

the engine parts so that he can bring RPM readers Part III of our engine series, which means we needed to knock out a few things and send him what he needs ASAP. The plan was to complete the fuel system and start on the wing, but with the tube not getting here in time to fabricate the fuel

1: Using cell enclosure, we the black tied up some loose and red ends to allow us to fittings was send Tommy the the right engine components choice. They he needed. match the We started by carburetor making the two and -8AN hoses that regulator would run from nicely, the regulator to the and the carburetor. We had red billet ordered the black separators and red fittings we literally tie had mentioned in the look the last article and together. believe us, they were


Visit our Facebook page and share a pic of your ride for a chance to win free stuff!!

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january 2016 | RPM Magazine


2: Even though these billet spacers are not required, they sure do keep your hoses in order. Available in a variety of colors, they add style and a neat appearance too.

3: We picked up this billet bung and cap online. Having the o-ring seal will help eliminate a potential air leak here but will make oil changes a snap.


well worth the wait. In addition, we picked up two red billet aluminum hose separators to allow for a clean install. This completed the fuel system as far as the engine was concerned, so the intake manifold could be removed and sent to Tommy.

The billet aluminum oil fill bung and cap for the valve cover was installed next. We marked the location on the passenger side valve cover for Buddy, and he drilled the hole using a hole saw. After checking for proper fitment, Buddy TIG welded the bung from

www.rpm-mag.com | january 2016


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january 2016 | RPM Magazine

4: I marked where to drill the cover for the fill cap to enable me to reach it in the future. the inside for a clean look. The valve covers were then removed to be sent to Tommy, as well. With some extra time on our hands due to the tube not arriving on time, we turned our attention to the rear wing. While wings come in all shapes and sizes, we chose to use a universal rear spoiler kit from Moroso Performance Products, part# 78740. This kit

must be trimmed to fit your intended application, but it comes with everything you need, including simple stepby-step instructions. There is a lot of debate on when rear wings are needed and why, but we choose to use one for an increase in stability on the top end. While many people think a rear wing is strictly used to increase the down force on the rear of a


5: Buddy used a hole saw to make a nice snug fit. car to provide better or more traction, which can be true, a properly setup wing creates better stability on the top end by redirecting the airflow off the back of your car. So to sum it up, will a rear wing provide your car with more down force for traction? Yes. But is your car fast enough to create this measurable amount of down force should be the question?

Though opinions vary on this speed, a good rule of thumb is 100mph in the 1/8 or 150mph in the Ÿ mile. We started the wing modification by having Buddy’s son Chance remove the factory spoiler from the deck lid. We left the outer portions of the factory spoiler on both sides of the rear quarter panels for a dare to be different kind of look.

www.rpm-mag.com | january 2016



6: We chose to TIG weld the bung in from the inside to provide a nice clean install.



The box the spoiler came in was used as a template and transferred to the spoiler. Here was

our first mistake, but it worked out fine in the end. After placing our marks on the aluminum

january 2016 | RPM Magazine

spoiler and even double checking it, we began making our cut with a pair of electric metal shears.

Instantly we realized we had a problem. The deck lid had a slight inward angle to it and when we

7: Electric shears provide a nice cut when compared to the hand held manual type and are well worth the money.


8: We used welding clamps to hold the spoiler in place while measuring and marking the mounting holes. Also pictured are the notso-high tech marker and state of the art tape measure.


9: It is amazing how stiff the spoiler is just being mounted at this point. We kept the hardware spaced properly for a professional look. After mounting the main wing to the deck, it will need to be supported by quick release struts.

www.rpm-mag.com | january 2016




transferred it to the spoiler, the template was inverted. Luckily we had only made about a one inch cut and were able to correct the cut lines and make the other side match. We chose to mount the spoiler in the factory location by fastening it directly to the deck lid. Using clamps to hold it in place, we drilled mounting holes with a 3/16-inch drill bit. The spoiler was then installed using the provided 10-32 button head screws and lock nuts.

The spill plates were modified next. The spill plates are located at both ends of the spoiler and run in a vertical position. These plates keep the air from spilling over the side edges of the spoiler, hence their name. One inch of the flat mounting tab was cut off each spill plate to allow it to be positioned properly on the deck lid. Using one of the supplied mounting brackets, the plates were attached to the deck lid. Two holes were drilled in the flat mounting tabs on the

plates and then it was attached to the spoiler. Before adding the tabs on the rear of the spoiler, we chose to use the piece of aluminum angle that was intended for the trunk mounting bracket as an added support to the rear of the spoiler. This would also allow a stiffer mounting point for a wicker bill in the future if needed. A wickerbill (or “Gurney Flap”) is a small spoiler attached to the trailing end of a wing to improve performance.

Wickerbills can be changed to tune the aerodynamics of a wing by its size. Generally, the larger the wickerbill, the more down force you produce. Remember, this goes back to- if your car is fast enough to generate the down force. Using welding clamps, we positioned the piece of angle inside the lip on the rear of the spoiler. We only marked and drilled five holes to attach these parts together, taking into account that four more would be installed later

for the support rod mounting tabs, bringing the total to nine. The 3/16inch holes were drilled and the 10-32 hardware was installed. With the added support now mounted to the spoiler, the spill plates were marked, drilled,

10: The mounting flange on the spill plate that had to be cut. The quality of parts Moroso provides in this kit are second to none.

11: Here is the fitment before trimming and installing the spill plate.

13: The spill plate has been completely trimmed and installed, and we like the different look that leaving the factory spoiler tips creates.

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january 2016 | RPM Magazine


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12: We installed the front tabs to allow clearance for the Dzus fasteners. Many might not even notice, but little details like this can make all the difference.

14: The support rods, mounting tabs, and quick release pin can be seen here.. These pins will allow us to remove the deck lid and spoiler as one piece, and in a hurry if need be.



www.rpm-mag.com | january 2016




and fastened to the spoiler using the hardware included. We decided to add a mounting bracket on both sides where the deck lid, spoiler, and spill plates all met. This was also done as an attempt to cover up our earlier cutting mistake. Another cool feature that came in our Moroso kit were the anodized support rods. These rods will provide added strength to the middle portion of the spoiler to keep it from bowing or flexing. Moroso recommends mounting the rods approximately 1/3 of the way in


from each end of the spoiler and fastening them to the bumper or to the body as required. We started by locating and mark ing the mounting holes for both rods. The holes were then drilled after a mock up to ensure that both the rod ends and the quick release pins fit properly. The mounting tabs were then installed using 10-32 button head screws and lock nuts. A jam nut and rod end were installed on one end of each rod that comes threaded from the factory. The rods were installed and marked for their proper cut lengths and then removed.

january 2016 | RPM Magazine

We used a cut off wheel to cut off the excess material from both rods and deburred the ends. The rods were then tapped using a 1/4-inch x 28 tap to allow for the rod ends to be installed. The rods were reinstalled and the quick release pins were used to hold the mounting brackets in place. We marked the bumper cover and installed the mounting hardware as above. The rods were installed using the quick release pins and that was that. We will be adding a plate inside the bumper


cover on both sides for added support of the mounting tabs. These plates will come off of the structure we fabricate for the parachute anchor mount. We removed the protective coating from the assembly to try to get a sneak peek of how the spoiler will look, but undoubtedly once the car is painted, it will look totally different. Join us next time for the fuel cell enclosure fabrication and the completion of mounting all the fuel system components for our Project Back On Track Camaro.


15: Only one end of the support rods are threaded/ tapped, so be sure you cut off the non-threaded end, otherwise you’ll be creating more work for yourself. 16: The quick release pin set up can be seen here. We’ll attach cable lanyards to all four pins in the future. 17: With most of the protective coating removed, the spoiler gives us a glimpse of how good it will look when the car is finished. 18: The spoiler is a nice addition to the car.

SOURCES Bad Attitude Engines www.badattitudeengines.com 352.528.5386


Moroso Performance Products

TSV Technology

www.moroso.com 203.453.6571

We started from a clean sheet to create the most efficient, most advanced supercharger ever created for GM LS engines. Our revolutionary new intercooler design delivers more power than the competition run-after-run, regardless of how hot it is outside. With factory-like drivability, a bypass valve for enhanced fuel economy, and OEM-level fit and finish that looks great under the hood, Magnuson's Heartbeat is true horsepower without compromise.

www.rpm-mag.com | january 2016




e recently wrapped up our second annual Top Gun Shootout, narrowing our baddest 32 rides of 2015 down to the eight most extreme machines of the year thanks to reader votes on our website. We initially planned to continue the competition on through to completion to crown an overall champion. However, we decided that for 2015, “Eight was Enough.� We are already working on a new format for 2016 that will be even better and immune from unwanted internet shenanigans. In the mean time, join us in congratulating our 2015 Top Guns.


Andrade, Jr. >>1982 Olds Cutlass


West >>1972 Chevy Nova


Frost >>1967 Chevy Nova




january 2016 | RPM Magazine

>>1997 Mustang





>>1964 Ford Fairlane

>>1969 Chevy Chevelle



>>1971 Chevy Chevelle



>>1970 Chevy Nova

www.rpm-mag.com | january 2016






>>Our 2006 Mustang project car gets cool sheet metal work and a wild dual-threat exhaust system from the crew at Virginia Rod Company


january 2016 | RPM Magazine

Toby Brooks

1: We’re getting SO close to the next step! It is the details that make all the difference, and this shot shows a bunch of them. From the smoothed and recessed firewall to the fabricated inner fender lips and smoothie inner fender panels, Bobby Starcher knocked the fab work right out of the park.


2-4: The first step in tricking the engine bay was to trim away the factory stamped inner lips (2) and replace them with hand-formed smooth sheetmetal pieces (3 & 4) Here, Starcher tacks the fabricated piece in place on the stretched passenger side fender.

4 3


fter several months and a ton of work, we are happy to say that as we go to press, the RPM Magazine Project aPocalypSe Horse Mustang Pro Streeter is just days away from being loaded up and heading to body and paint. It has been a long journey, but Donald Williams, Bobby Starcher, and the rest of the Virginia Rod Company (VRC) crew have pulled out all the stops to make sure we are rolling in one of the trickest pro street rides the world has seen.


5: While Starcher worked up front, VRC’s Donald Williams created a cool mount out back for the twin DJ Safety parachutes using the same waterjet-cut scalloped trim pieces used elsewhere throughout the build.

www.rpm-mag.com | january 2016





6: Michael Seal continued work stretching the Harwood cowl hood, adding more than five inches of length to a bolt-on unit using pieces of another pin-on variety unit. Once the topside of the stretch was completed, he flipped the hood over to begin the process of smoothing and finishing the underside to match.

7: One of the final fabrication requirements is to get the stretched hood to mount up using a pair of these killer anodized Ring Brothers billet hood hinges. Since it is all scratch-built anyway, we simply selected a pair of first-gen Camaro units. The GM design not only pivots up, but also forward, allowing the extended cowl to clear the factory windshield for a clean fit.


8 8: Moving on to the headers, WIlliams started by removing the zoomie headers he had already fabricated and notching the short standoff tubes between the heads and the Miller Speedsport slide valves in preparation for the Borla Performance custom collector mufflers and one-off headers. With the slide valves closed, the exhaust will be forced through the mufflers and out the tailpipes in the rockers...but with the valves open, we’ll enjoy a true zoomie exhaust!

With the clock ticking, the guys got busy this month finishing up the copious amounts of sheet metal and carbon fiber work, completing the wild true zoomie header and mufflered exhaust, and fabbing up all the other tabs, brackets, and doodads required before shipping our pony on down the road. The first order of business was the under-hood tinwork. Starcher got to work on it, forming a pair of smooth inner fender lips and tacking them

in place while Williams fabricated a filler panel for the base of the windshield. With the Vintage Air AC unit hidden away and the Tuff Stuff master cylinder mounted beneath the seat, the contoured and custom recessed firewall remains unfettered and pristine. To match the ultra-clean look, Starcher built a pair of smoothie inner fenders along with a hand-formed front header panel that was crafted to hug the contours of our updated 2014 Mustang nose.

www.rpm-mag.com | january 2016


RPM PROJECT CAR The end result is understated, clean, and effective in putting the onlooker’s attention squarely where we wanted it: on the 529 ci Kaase Boss Nine engine. Meanwhile, composites extraordinaire Michael Seal continued work on the stretched Harwood hood, nearly finishing the fiberglass work prior to press time. Although the easiest solution might have been to go

with a pin-on fiberglass hood, we want the ease and convenience of a traditional hinged hood. As a result, Seal is now working to integrate a pair of ultra-cool Ring Brothers billet hood hinges originally designed for a first-gen Camaro to our all-custom stretched, swapped, updated, and otherwise massaged 2014 Mustang nose. With the hood and tinwork shaping up, the last major

10 11


9-11: With the zoomies completed, Williams started construction on a wild pair of fenderwell headers using parts from Borla Performance. With the slide valves shut, spent gases will go through these tubes back to the cool Borla XR-1 stainless header collector mufflers (10). With space at an absolute premium on our low-slung build, the collector mufflers prevented the need to tuck a big bulky muffler up under the chassis. To make the whole setup even cooler, WIlliams will run the 4-inch pipes out of the collectors down through the rockers, completely hidden from view (11). We will use some heat resistant ceramic coating and other strategies to help control heat.


january 2016 | RPM Magazine

12 13

12 & 13: The end result of the dual header setup is remarkable. The view through the wheel well shows the symmetry of both the upper and lower tubes (12), while the view from under the car shows the Borla collector mufflers as they connect to the mandrel bend and straight pipe headed rearward in the rocker.

obstacle for the month was for Williams to finish fabricating one of the wildest sets of headers you’ll probably ever see. Williams built a pair of true zoomie headers and fitted them to the car prior to her in-progress debut at the 2015 Street Machine

Nationals. One of the most common questions we fielded was about the CNC-machined stainless slide valves installed just downstream from the Boss Nine exhaust ports. The Miller Speedsports zoomie slide valves are an impressive piece of engineering and crafts-

manship that allow the use of a true open 8-hole funny car-style set of zoomies and a functional muffler exhaust. Typically, the slide valves are used along with a block hugger-style collector headers and mufflers out back. However, our twin rail




Ian Hill . Team Owner/ Team Marketing Manager - 905.704.9105 cell or ian@diltspiston.com

www.rpm-mag.com | january 2016



january 2016 | RPM Magazine


tube chassis didn’t really leave room for all that, so Williams conjured up a fenderwell-style design using Borla stainless components all masterfully piped into an incredibly cool, compact, and gorgeous XR-1 stainless collector mufflers. From the collectors, Williams

will run a 4-inch stainless pipe down each rocker for a stealth full mufflered exhaust. As we go to press, the VRC crew continues to thrash, finishing up the countless other details necessary to finish the chassis and get it ready for powder coating. Ideally, the


14: The headers have been trial fitted and tacked into position. Williams will finish up TIG welding the entire setup and yet another item can be checked off the list.

15 & 16: With the headers complete, Starcher came back in and finished up the final fitment on the smooth underhood panels. Not only do they look great, the Saldana fabricated aluminum radiator now sits in a perfect funnel to aid cooling.


www.rpm-mag.com | january 2016


RPM PROJECT CAR chassis would be coated prior to body and paint; however, our timeline simply wouldn’t allow it. We were lucky in that the ’Stang’s body and sheet metal will come off the frame relatively easily, so once it is finished we will pull it apart and take it to a local powder coater for media blast and color application. Meanwhile, we still need to finish up the induction tubing and some other things in the engine bay. While there is a ton left to do, we are taking heart in knowing that the Horse’s journey toward completion is soldiering onward and we are still shooting for a summer 2016 debut. Keep tuning in as we work to usher in the Second Coming of Pro Street!


SOURCES Virginia Rod Company www.varodco.com 757.596.7275

Visner Engine Development www.visnerengine.com 616.726.6600

Borla Performance www.borla.com 877.462.6752

Miller Speedsports


january 2016 | RPM Magazine

Reno, Nevada 775.677.7937

17: Our DJ Safety equipment arrived this month, too. In coming months we will show you the full install of the custom window and wheelie bar nets, dual parachutes, harnesses, and fire containment system.

Harwood Industries www.eharwood.com 800.822.3392

Ring Brothers www.ringbrothers.com 608.588.7399

DJ Safety www.djsafety.com 323.221.0000

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The Smarter Battery Charger CTEK Smarter Battery Chargers go through 8 steps to constantly read and communicate with your battery, charging only to its direct needs and therefore avoiding any possibility of incorrectly charging the battery. By ensuring the battery is conditioned as well as charged, your batteries last significantly longer.

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Designed to hold most common size batteries. It meets NHRA rule 8:1 for applications where there is no firewall between the driver and the battery and mounts solidly to the vehicle's frame with 3/8" bolts. The top is removable for access and a heavy duty hold down bracket and mounting hardware are included.

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RPM Magazine January 2016  

THE RIDES COVER STORY - WICKED WILLYS - David Murdoch's twin turbo street/strip '33 Willys needs updating...in a good way! NOVA CANE - This...

RPM Magazine January 2016  

THE RIDES COVER STORY - WICKED WILLYS - David Murdoch's twin turbo street/strip '33 Willys needs updating...in a good way! NOVA CANE - This...

Profile for rpmmag